Sunday, April 14, 2019

Cessna 182T Skylane, operated by the Civil Air Patrol as a familiarization flight conducted under the provisions of Title 14 Code of Federal Regulations Part 91, N291CP: Accident occurred July 13, 2018 at Geneseo Airport (D52), Livingston County, New York

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Rochester, New York
Textron; Wichita, Kansas
Civil Air Patrol; Montgomery, Alabama

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf


Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms


http://registry.faa.gov/N291CP



Location: Geneseo, NY
Accident Number: ERA18LA191
Date & Time: 07/13/2018, 1800 EDT
Registration: N291CP
Aircraft: Cessna 182
Aircraft Damage: Substantial
Defining Event: Aerodynamic stall/spin
Injuries: 1 Serious, 2 Minor
Flight Conducted Under: Part 91: General Aviation - Other Work Use

On July 13, 2018, about 1800 eastern daylight time, a Cessna 182T, N291CP, was substantially damaged during takeoff from Geneseo Airport (D52), Geneseo, New York. The commercial pilot sustained serious injuries and the two passengers sustained minor injuries. The airplane was operated by the Civil Air Patrol (CAP) as a familiarization flight conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight.

The pilot reported that earlier during the day of the accident, he completed a flight from Greater Rochester International Airport (ROC), Rochester, New York, to D52 uneventfully and did not use the autopilot during that flight or the accident flight. The purpose of the accident flight was to provide a familiarization flight to two CAP cadets. The pilot showed the cadets a thorough preflight inspection and then started the engine and taxied to runway 23. Prior to takeoff, the pilot performed an engine run-up and verified that all flight controls were free and correct. The pilot then initiated a soft-field takeoff procedure on the bumpy grass runway. The airplane became airborne in ground effect about 45 knots and everything seemed normal as it began to climb out of ground effect at 60 knots. At that time, the nose pitched up abruptly and the pilot pushed the yoke forward as hard as he could while engaging nose-down electric elevator trim; however, the airplane continued to climb at an excessive angle-of-attack and stalled. It subsequently rolled left, descended to the ground and came to rest inverted.

Both passengers were minors and interviewed separately by a Federal Aviation Administration (FAA) inspector in the presence of a parent. One passenger did not recall the pilot doing a preflight inspection, use a checklist, or perform any type of check and engine run-up prior to takeoff. The other passenger recalled an abbreviated preflight inspection and use of a checklist before and after engine start; however, he did not recall any stopping prior to entering the runway, engine run-up, or control check except for flaps moving. Both passengers sustained concussions in the accident.

Initial examination of the wreckage by an FAA inspector revealed damage to both wings and the fuselage. The inspector measured the elevator trim actuator arm, which corresponded to a 10° tab-up (nose-down) trim position. The maximum tab-up position was 24°, plus or minus 2°. The inspector also recovered a memory card from the airplane's multifunction display; however, download and review of the data revealed that the last recorded flight was in 2016. The wreckage was subsequently up-righted and recovered by the operator.

The FAA inspector examined the wreckage again with a representative from the airframe manufacturer. All control surfaces were moveable by hand. All flight control cables were intact and attached to their respective flight and cockpit controls except left aileron cable, which had separated between the front door post and instrument panel, in the area of the fuselage separation. The separated ends of the left aileron cable exhibited a broom-straw appearance. The rudder and elevator cables and their routing area were visually examined throughout the length of the airplane. The elevator and elevator trim autopilot servos could be moved by hand. No preimpact impediments to the movement of the control yokes were observed between the firewall and instrument panel and no preimpact abnormalities were observed during the examination.

Review of the operator's "Before Takeoff – Run-Up" checklist revealed, "…20. Elevator & Rudder Trim…Take Off…"

The recorded weather at ROC, at 1754, included wind from 220° at 7 knots, visibility 10 miles and scattered clouds at 14,000 feet.

Pilot Information

Certificate: Commercial
Age: 65, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 12/06/2015
Occupational Pilot: No
Last Flight Review or Equivalent: 08/06/2017
Flight Time:  991 hours (Total, all aircraft), 112 hours (Total, this make and model), 960 hours (Pilot In Command, all aircraft), 24 hours (Last 90 days, all aircraft), 5 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N291CP
Model/Series: 182 T
Aircraft Category: Airplane
Year of Manufacture: 2007
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 18281991
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 07/17/2017, Annual
Certified Max Gross Wt.: 2348 lbs
Time Since Last Inspection: 83 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2057 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: C126 installed, activated, did not aid in locating accident
Engine Model/Series: IO-540-AB1A5
Registered Owner: Civil Air Patrol
Rated Power: 230 hp
Operator: Civil Air Patrol
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: ROC, 59 ft msl
Distance from Accident Site: 20 Nautical Miles
Observation Time: 1754 EDT
Direction from Accident Site: 30°
Lowest Cloud Condition: Scattered / 14000 ft agl
Visibility:  10 Miles
Lowest Ceiling: Broken / 18000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 220°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.1 inches Hg
Temperature/Dew Point: 31°C / 13°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Geneseo, NY (D52)
Type of Flight Plan Filed: None
Destination: Geneseo, NY (D52)
Type of Clearance: None
Departure Time: 1800 EDT
Type of Airspace:

Airport Information

Airport: Geneseo Airport (D52)
Runway Surface Type: Grass/turf
Airport Elevation: 560 ft
Runway Surface Condition: Dry
Runway Used: 23
IFR Approach: None
Runway Length/Width: 4695 ft / 90 ft
VFR Approach/Landing: None

Wreckage and Impact Information


Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 2 Minor
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious, 2 Minor
Latitude, Longitude:  42.798611, -77.842500 (est)

2 comments:

Anonymous said...

Waiting for final report. However, it looks like a piloting error. Glad the youngsters are ok. This type of situation should not be occurring period. If you go back and look at most other CAP accidents, a pattern of pilots errors is evident. At a very high cost to taxpayers. My experience with CAP at our airport has been similar. They make amateur mistakes nearly ever time they fly. Theirs got to be something than can be done to change the situation.

Anonymous said...

Your hard earned taxpayer dollars at work. Recently, CAP was trying to convince FAA that it could investigate their own incidents and save the FAA the trouble of all of the reporting that the public can review. I agree with first commenter that something needs to be done. Cut off funding and use private contractors, and Air Guard, Coast Guard, for search and rescue. They also could using some of the funds to expand
EAA Young Eagles program to promote aviation to youths.